Rotary internal combustion engine

ABSTRACT

A rotary internal combustion engine has a shaft, a compression chamber, an ignition chamber, a center wall, a first rotor, and a second rotor. The shaft is fixed to the rotors while being rotatably mounted to the compression and ignition chambers. The compression chamber has an oval shaped chamber wall and receives fuel and compresses the fuel. The ignition chamber has an oval shaped chamber wall and receives compressed fuel from the compression chamber and combusts the compressed fuel. The center wall is located between the compression chamber and ignition chamber and allows passage of compressed fuel from the compression chamber to the ignition chamber. The first rotor has a circular perimeter surface and is rotatably received within the compression chamber. The second rotor has a circular perimeter surface and is rotatably received within the ignition chamber.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No.10/390,083, filed Mar. 17, 2003 now U.S. Pat. No. 6,766,783.

BACKGROUND OF THE INVENTION

Rotary engines provide simplified mechanics and can be made much smallerthan a piston engine. However, existing rotary engines are stillrelatively complex, expensive to manufacture, and are often inefficient.

It is therefore a principal object of the inventor to provide a rotaryengine that is efficient of manufacture and use, easily operated, easilymaintained, comprised of a minimum of parts, and efficient in operation.

SUMMARY OF THE INVENTION

The present invention provides a rotary internal combustion engineincluding oval-shaped compression and ignition chambers, a center wall,a first rotor, and a second rotor all centered on a single shaft. Thecompression chamber has an oval shaped chamber wall and receives fuelfor compression. The ignition chamber has an oval shaped chamber walland receives compressed fuel from the compression chamber and combuststhe compressed fuel. The center wall is located between the compressionchamber and ignition chamber and allows passage of compressed fuel fromthe compression chamber to the ignition chamber. The first rotor has acircular perimeter surface and is rotatably received within thecompression chamber. The second rotor has a circular perimeter surfaceand is rotatably received within the ignition chamber. Both rotors haveslidable radially extending vanes with center ends that engage the ovalshaped walls of the chambers to create operating ignition andcompression chamber portions.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the rotary engine of the presentinvention;

FIG. 2 is an exploded perspective view of the rotary engine with theshaft removed;

FIG. 3 is a front view of the rotary engine of the present invention;

FIG. 4 is a top view of the rotary engine of the present invention;

FIG. 5 is a sectional view taken along line 5—5 of FIG. 3;

FIG. 6A is a sectional view taken along line 6A—6A of FIG. 4;

FIG. 6B is a sectional view taken along line 6B—6B of FIG. 4; and

FIG. 7 is a plan side view of a rotary engine.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1, there is shown the rotary internal combustionengine 10 of the present invention. The engine 10 has an engine block 11including a first housing element 12 and a second housing element 14with a center wall element 16 which is associated between the first andsecond housing elements 12 and 14.

As shown in FIG. 4, the first and second housing elements 12 and 14rotatably receive a shaft 18 along the geometric center lines of thefirst and second housing elements 12 and 14. The shaft 18 passes throughthe first housing element 12 continuing through the center wall element16 and then exits through the second housing element 14. A first bearingblock 20 rotatably receives the shaft 18 and is located where the shaftpasses through the first housing element 12. A second bearing block 22rotatably receives the shaft 18 and is located where the shaft passesthrough the second housing element 14. Securely affixed to the portionof the shaft 18 outside of the first housing element 12 is a flywheel24. The portion of the shaft 18 located outside of the second housingelement 14 is connected to any device, not shown, for which engine 10provides power.

As shown in FIG. 2, the first housing element 12 rotatably receives afirst rotor 26 and the second housing element 14 rotatably receives asecond rotor 28. The first and second rotors 26 and 28 are separated bythe center wall 16.

As shown in FIG. 5, the shaft 18 extends through the rotors 26 and 28 ongeometric center lines of the engine block 11. The shaft 18 is fixed tothe rotors 26 and 28 while being rotatably mounted to the first andsecond housing elements 12 and 14 to permit the rotors 26 and 28 and theshaft 18 to rotate with respect to the first and second housing elements12 and 14.

As shown in FIGS. 2 and 6A, housing element 12 has an oval-shapedchamber 30 with a vertical major axis and a horizontal minor axis.Circular rotor 26 is centered within chamber 30 and has a diameterslightly less than the minor axis of the chamber 30 and verticallytouches the smooth chamber wall 31 having an uninterrupted geometricoval surface at 3 o'clock and 9 o'clock positions to create separatearcuate compartment zones 34A and 34B at 12 o'clock and 6 o'clockpositions in chamber 30.

The first housing element 12 also includes at least one fuel inlet port35A. The embodiment shown here includes a pair of inlet ports 35A and35B; however, one of ordinary skill in the art will recognize that anynumber of inlet ports may be provided consistent with the presentinvention. The inlet port 35A enables the passage of fuel from anoutside source (not shown) to the compression chamber 30.

As used herein the term fuel includes but is not limited to combustiblefuels, gasoline, diesel, hydrogen gas, mixtures thereof, or mixtureswith air. It will be understood that where it is desired to mix fuelwith air, the air may be mixed with the fuel outside the engine block11. Alternatively, it will be understood by those skilled in the art,that the air may be supplied to the compression chamber 30 separatedfrom the fuel, and mixed within the chamber 30. Where the air issupplied separately to the compression chamber 30, fuel may be suppliedvia additional fuel inlet ports (not shown) in the first housing element12, while the air is supplied via inlet ports 35A and 35B.

As shown in FIGS. 2 and 6B, the second housing element 14 has anoval-shaped chamber 36 with a vertical major axis and a horizontal minoraxis. Circular rotor 28 is centered within chamber 36 and has a diameterslightly less than the minor axis of the chamber 36 and verticallytouches the smooth chamber wall 37 having an uninterrupted oval surfaceat 3 o'clock and 9 o'clock positions to create separate arcuatecompartment zones 40A and 40B at 12 o'clock and 6 o'clock position inchamber 36.

As shown in FIGS. 2, 6A and 6B, the chamber walls 31 and 37 are ofsimilar in size and shape.

The second housing element 14 also includes at least one igniter port42A. The embodiment shown here includes a pair of igniter ports 42A and42B; however, one of ordinary skill in the art will recognize that anynumber of igniter ports may be provided consistent with the presentinvention. The igniter port 42A enables an ignition mechanism 44A (suchas a spark plug) to be operatively associated with the ignition chamber40 to ignite compressed fuel contained in the ignition chamber 40. Itwill be understood that where multiple ignition mechanisms 44A and 44Bare used, they may be timed to operate together in any manner desired.

The second housing element 14 also includes at least one exhaust port46A. The embodiment shown here includes a pair of exhaust ports 46A and46B; however, one of ordinary skill in the art will recognize that anynumber of exhaust ports may be provided consistent with the presentinvention. The exhaust port 46A enables the passage of combusted fuelfrom the ignition chamber 40 out of the engine block 11.

As shown in FIGS. 2 and 6A, the first rotor 26 has first and secondsides 48 and 50 opposite to each other and a perimeter surface 52connecting the sides 48 and 50. The first rotor 26 is rotatably mountedin the compression chamber 30 so that the perimeter surface 52 faces thechamber wall 31 and the second side 50 faces the center wall 16.

The first rotor 26 also includes a pair of oppositely disposed vanes 54Aand 54B slidably mounted in radially extended slots 56A and 56B. Thevanes 54A and 54B operate so that rotation of the rotor 26 will causeouter ends 58A and 58B of the vanes 54A and 54B to engage the chamberwall 31 to vary the space on opposite sides of the vanes 54A and 54B asthey move through the arcuate compartment zones 34A and 34B when therotor 26 is rotating. It will be understood that while a pair of vanes54A and 54B have been described here, other numbers of vanes may beprovided consistent with the present invention. It will also beunderstood that, in addition too or as a replacement for centrifugalforce maintaining contact between the vanes 54A and 54B with the chamberwall 31, biasing devices may be provided to force the vanes 54A and 54Bto contact the chamber wall 31.

The first rotor 26 also includes a pair of fuel injection ports 60A and60B. The injection ports 60A and 60B are positioned adjacent the vanes54A and 54B and run from the perimeter surface 52 to the second side 50.The fuel injection ports 60A and 60B permit the flow of fuel from thearcuate compartment zones 34A and 34B to the center wall 16. It will beunderstood that while a pair of injection ports 60A and 60B have beendescribed here, other numbers of injection ports may be providedconsistent with the present invention.

As shown in FIGS. 2 and 6B, the second rotor 28 has first and secondsides 62 and 64 opposite to each other and a perimeter surface 66connecting the sides 62 and 64. The second rotor 28 is rotatably mountedin the ignition chamber 36 so that the perimeter surface 66 faces thechamber wall 37 and the first side 62 faces the center wall 16.

The second rotor 28 also includes a pair of oppositely disposed vanes68A and 68B slidably mounted in radially extended slots 70A and 70B. Thevanes 68A and 68B operate so that rotation of the rotor 28 will causeouter ends 72A and 72B of the vanes 68A and 68B to engage the chamberwall 37 to vary the space on opposite sides of the vanes 68A and 68B asthey move through the arcuate compartment zones 40A and 401B when therotor 28 is rotating. It will be understood that while a pair of vanes68A and 68B have been described here, other numbers of vanes may beprovided consistent with the present invention. It will also beunderstood that, in addition too or as a replacement for centrifugalforce maintaining contact between the vanes 68A and 68B with the chamberwall 37, biasing devices may be provided to force the vanes 68A and 68Bto contact the chamber wall 37.

The second rotor 28 also includes a pair of ignition ports 74A and 74B.The fuel ignition ports 74A and 74B are positioned adjacent the vanes68A and 68B and run from the first side 62 to the perimeter surface 66.The ignition ports 74A and 74B permit the flow of compressed fuel fromthe center wall 16 to the arcuate compartment zones 40A and 40B. It willbe understood that while a pair of ignition ports 74A and 74B have beendescribed here, other numbers of ignition ports may be providedconsistent with the present invention.

As shown in FIGS. 2 and 5, the center wall 16 includes a pair oftransfer ports 76A and 76B. The transfer ports 76A and 76B are locatedto be intermittently associated with both the fuel injection ports 60Aand 60B and the ignition ports 74A and 74B. The transfer ports 76A and76B are adapted to register with the fuel injection ports 60A and 60B topermit compressed fuel to move from the first rotor 26 to the ignitionports 74A and 74B of the second rotor 28 when all the ports are aligned.It will be understood that while a pair of transfer ports 76A and 76Bhave been described here, other numbers of transfer ports may beprovided consistent with the present invention.

It will be understood that more than one rotary engine 10 of the presentinvention may used in series along the same axis of rotation. Where oneengine 10 is used, power is supplied every 90 degrees of rotation. Wheretwo engines 10 are used, power is supplied every 60 degrees, and so on.

Referring to FIGS. 5, 6A, and 6B, in operation the shaft 18 is initiallyturned with a starter motor or hand crank (not shown). An ignitionswitch coupling a source of electric power (not shown) such as abattery, to an ignition control circuit (not shown), is turned on tosupply electrical power to igniters 44A and 44B. The electrical controlcircuit operates in timed relation with the rotation of shaft 18 tosupply electric power to the igniters 44A and 44B thereby igniting thefuel in the ignition chamber 36. The rotary internal combustion engine10, draws in fuel through the fuel inlet ports 35A and 35B and into thearcuate compartment zones 34A and 34B. The rotation of the vanes 54A and54B throughout the arcuate compartment zones 34A and 34B operates tocompress the fuel in the fuel injection ports 60A and 60B. When therotation brings the fuel injection ports 60A and 60B into alignment withthe transfer ports 76A and 76B, the fuel is at full compression. Thecompressed fuel is then passed from the fuel injection ports 60A and60B, through the transfer ports 76A and 76B, into the ignition ports 74Aand 74B. As the second rotor 28 continues to rotate, the vanes 68A and68B pass over the igniter ports 42A and 42B, and the compressed fuel inthe ignition ports 74A and 74B partially expand into the portion of thearcuate compartment zones 40A and 40B located behind the vanes 68A and68B. The fuel is then ignited by the ignition mechanisms 44A and 44Bimposing rotational forces on the second rotor via vanes 68A and 68B toimpart rotational motion to the shaft. As the vanes 68A and 68B pass theexhaust ports 46A and 46B, the combusted gas is expelled from theignition chamber 40 via the exhaust ports 46A and 46B, and the cycle isrepeated.

It is therefore seen that the present invention provides a rotary enginethat is efficient of manufacture and use, easily operated, easilymaintained, comprised of a minimum of parts, and efficient in operation.

It is therefore seen that this invention will accomplish at least all ofits stated objectives.

1. A rotary internal combustion engine, comprising: a compressionchamber having a smooth chamber wall adapted to receive fuel andcompress the fuel; an ignition chamber having a smooth chamber walladapted to receive compressed fuel from the compression chamber andcombust the compressed fuel; a center wall between the compressionchamber and ignition chamber adapted to allow passage of compressed fuelfrom the compression chamber to the ignition chamber; a shaft beingconcentrically disposed and extending through the compression chamber,the ignition chamber and the center wall; the compression chamber havingan oval shape and a first rotor therein creating a first and secondarcuate compression compartment zones; and timed ignition elements incommunication with the arcuate compression compartment zones.
 2. Theapparatus of claim 1 further comprising a second rotor rotatablyreceived within the ignition chamber.
 3. The apparatus of claim 2,wherein each rotor has a vane slidably mounted in a radially extendedslot so that rotation of the rotors causes outer ends of the vane toengage the chambers to vary the space on opposite sides of the vane whenthe rotors are rotating.
 4. The apparatus of claim 2, further comprisinga transfer port in the center wall adapted to permit compressed fuel tomove from the first rotor to the second rotor, and wherein the firstrotor includes a fuel injection port for permitting the flow of fuelfrom the compression chamber to the transfer port.
 5. The apparatus ofclaim 2, further comprising a transfer port in the center wall adaptedto permit compressed fuel to move from the first rotor to the secondrotor, and wherein an ignition port in the second rotor conveys fuelfrom the transfer port to the ignition chamber.
 6. The apparatus ofclaim 1, further comprising a transfer port in the center wall adaptedto permit compressed fuel to move from the compression chamber into theignition chamber.
 7. The apparatus of claim 1, wherein a plurality ofthe rotary internal combustion engines are used in series along the sameaxis of rotation.
 8. A rotary internal combustion engine, comprising: acompression chamber having a smooth chamber wall adapted to receive fueland compress the fuel; an ignition chamber having a smooth chamber walladapted to receive compressed fuel from the compression chamber andcombust the compressed fuel, the ignition chamber being in alignmentwith the compression chamber; a center wall between the compressionchamber and ignition chamber adapted to allow passage of compressed fuelfrom the compression chamber to the ignition chamber; a shaft beingdisposed concentrically and extending through the compression chamber,the ignition chamber and the center wall; the compression chamber havingan oval shaped chamber wall; the ignition chamber having an oval shapedchamber wall; a first rotor having a circular perimeter surfacerotatably received within the compression chamber creating arcuatecompression compartment zones with the oval shaped chamber wall of thecompression chamber; a second rotor having a circular perimeter surfacerotatably received within the ignition chamber; a pair of oppositelydisposed vanes slidably mounted in radially extended slots in each ofthe rotors so that rotation of the rotors will cause outer ends of thevanes to engage the surfaces of the oval-shaped chamber walls to varythe space on opposite sides of the vanes as they move through thearcuate compression compartment zones when the rotors are rotating; andfuel injection ports adjacent the vanes on the rotor in the compressionchamber for permitting the flow of fuel from the perimeter of the firstrotor to a surface thereof adjacent the center section.
 9. The apparatusof claim 8, wherein the oval shaped chamber walls have arcuatecompartment zones between perimeter surfaces of the rotors and thelengthwise ends.
 10. The apparatus of claim 8, further comprisingtransfer ports in the center wall adapted to permit compressed fuel tomove from the compression chamber into the ignition chamber.
 11. Theapparatus of claim 10, wherein the first rotor includes fuel injectionports for permitting the flow of fuel from the compression chamber tothe transfer ports.
 12. The apparatus of claim 10, wherein ignitionports in the second rotor to convey fuel from the transfer ports to theignition chamber.